Dual mode evt with input split reverse mode

ABSTRACT

A transmission is provided with a reverse input split mode and, preferably, a reverse low fixed speed ratio which provides sufficient reverse grade performance while allowing motor size and planetary and transmission ratios to be optimized for fuel economy or other design criteria. Engine-on reverse performance is improved, reducing dependence on the battery and electric motors to meet reverse grade performance requirements.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.11/188,098, filed Jul. 22, 2005, which is hereby incorporated byreference in its entirety.

TECHNICAL FIELD

The present invention relates to electrically variable transmissionswith selective operation both in power split variable speed ratio rangesand fixed speed ratios, having three planetary gear sets, twomotor/generators and a plurality of torque-transmitting mechanisms toachieve enhanced reverse performance and an efficient electric forwardcruise mode that enhances regenerative braking capability.

BACKGROUND OF THE INVENTION

Internal combustion engines, particularly those of the reciprocatingpiston type, currently propel most vehicles. Such engines are relativelyefficient, compact, lightweight, and inexpensive mechanisms by which toconvert highly concentrated energy in the form of fuel into usefulmechanical power. A novel transmission system, which can be used withinternal combustion engines and which can reduce fuel consumption andemissions, may be of great benefit to the public.

The wide variation in the demands that vehicles typically place oninternal combustion engines increases fuel consumption and emissionsbeyond the ideal case for such engines. Typically, a vehicle ispropelled by such an engine, which is started from a cold state by asmall electric motor and relatively small electric storage batteries,then quickly placed under the loads from propulsion and accessoryequipment. Such an engine is also operated through a wide range ofspeeds and a wide range of loads and typically at an average ofapproximately a fifth of its maximum power output.

A vehicle transmission typically delivers mechanical power from anengine to the remainder of a drive system, such as fixed final drivegearing, axles and wheels. A typical mechanical transmission allows somefreedom in engine operation, usually through alternate selection of fiveor six different drive ratios, a neutral selection that allows theengine to operate accessories with the vehicle stationary, and clutchesor a torque converter for smooth transitions between driving ratios andto start the vehicle from rest with the engine turning. Transmissiongear selection typically allows power from the engine to be delivered tothe rest of the drive system with a ratio of torque multiplication andspeed reduction, with a ratio of torque reduction and speedmultiplication known as overdrive, or with a reverse ratio.

An electric generator can transform mechanical power from the engineinto electrical power, and an electric motor can transform that electricpower back into mechanical power at different torques and speeds for theremainder of the vehicle drive system. This arrangement allows acontinuous variation in the ratio of torque and speed between engine andthe remainder of the drive system, within the limits of the electricmachinery. An electric storage battery used as a source of power forpropulsion may be added to this arrangement, forming a series hybridelectric drive system.

The series hybrid system allows the engine to operate with someindependence from the torque, speed and power required to propel avehicle, so the engine may be controlled for improved emissions andefficiency. This system allows the electric machine attached to theengine to act as a motor to start the engine. This system also allowsthe electric machine attached to the remainder of the drive train to actas a generator, recovering energy from slowing the vehicle into thebattery by regenerative braking. A series electric drive suffers fromthe weight and cost of sufficient electric machinery to transform all ofthe engine power from mechanical to electrical in the generator and fromelectrical to mechanical in the drive motor, and from the useful energylost in these conversions.

A power-split transmission can use what is commonly understood to be“differential gearing” to achieve a continuously variable torque andspeed ratio between input and output. An electrically variabletransmission can use differential gearing to send a fraction of itstransmitted power through a pair of electric motor/generators. Theremainder of its power flows through another, parallel path that is allmechanical and direct, of fixed ratio, or alternatively selectable.

One form of differential gearing, as is well known to those skilled inthis art, may constitute a planetary gear set. Planetary gearing isusually the preferred embodiment employed in differentially gearedinventions, with the advantages of compactness and different torque andspeed ratios among all members of the planetary gear set. However, it ispossible to construct this invention without planetary gears, as byusing bevel gears or other gears in an arrangement where the rotationalspeed of at least one element of a gear set is always a weighted averageof speeds of two other elements.

A hybrid electric vehicle transmission system also includes one or moreelectric energy storage devices. The typical device is a chemicalelectric storage battery, but capacitive or mechanical devices, such asan electrically driven flywheel, may also be included. Electric energystorage allows the mechanical output power from the transmission systemto the vehicle to vary from the mechanical input power from the engineto the transmission system. The battery or other device also allows forengine starting with the transmission system and for regenerativevehicle braking.

An electrically variable transmission in a vehicle can simply transmitmechanical power from an engine input to a final drive output. To do so,the electric power produced by one motor/generator balances theelectrical losses and the electric power consumed by the othermotor/generator. By using the above-referenced electrical storagebattery, the electric power generated by one motor/generator can begreater than or less than the electric power consumed by the other.Electric power from the battery can sometimes allow bothmotor/generators to act as motors, especially to assist the engine withvehicle acceleration. Both motors can sometimes act as generators torecharge the battery, especially in regenerative vehicle braking

A successful substitute for the series hybrid transmission is thetwo-range, input-split and compound-split electrically variabletransmission now produced for transit buses, as disclosed in U.S. Pat.No. 5,931,757, issued Aug. 3, 1999, to Michael Roland Schmidt, commonlyassigned with the present application, and hereby incorporated byreference in its entirety. Such a transmission utilizes an input meansto receive power from the vehicle engine and a power output means todeliver power to drive the vehicle. First and second motor/generatorsare connected to an energy storage device, such as a battery, so thatthe energy storage device can accept power from, and supply power to,the first and second motor/generators. A control unit regulates powerflow among the energy storage device and the motor/generators as well asbetween the first and second motor/generators.

Operation in first or second variable-speed-ratio modes of operation maybe selectively achieved by using clutches in the nature of first andsecond torque transfer devices. In the first mode, an input-power-splitspeed ratio range is formed by the application of the first clutch, andthe output speed of the transmission is proportional to the speed of onemotor/generator. In the second mode, a compound-power-split speed ratiorange is formed by the application of the second clutch, and the outputspeed of the transmission is not proportional to the speeds of either ofthe motor/generators, but is an algebraic linear combination of thespeeds of the two motor/generators. Operation at a fixed transmissionspeed ratio may be selectively achieved by the application of both ofthe clutches. Operation of the transmission in a neutral mode may beselectively achieved by releasing both clutches, decoupling the engineand both electric motor/generators from the transmission output. Thetransmission incorporates at least one mechanical point in its firstmode of operation and at least two mechanical points in its second modeof operation.

U.S. Pat. No. 6,527,658, issued Mar. 4, 2003 to Holmes et al, commonlyassigned with the present application, and hereby incorporated byreference in its entirety, discloses an electrically variabletransmission utilizing two planetary gear sets, two motor/generators andtwo clutches to provide input-split, compound split, neutral and reversemodes of operation. Both planetary gear sets may be simple, or one maybe individually compounded. An electrical control member regulates powerflow among an energy storage device and the two motor/generators. Thistransmission provides two ranges or modes of electrically variabletransmission (EVT) operation, selectively providing an input-power-splitspeed ratio range and a compound-power-split speed ratio range. Onefixed speed ratio can also be selectively achieved.

Hybrid systems may improve vehicle fuel economy in a variety of ways.For instance, the engine may be turned off at idle, during periods ofdeceleration and braking, and during periods of low speed or light loadoperation to eliminate efficiency losses due to engine drag. Capturedbraking energy (via regenerative braking) or energy stored by one of themotors acting as a generator during periods when the engine is operatingis utilized during these engine off periods. Transient demand for enginetorque or power is supplemented by the motor/generators during operationin engine-on, electrically variable modes, allowing for downsizing theengine without reducing apparent vehicle performance. Additionally, theengine may be operated at or near the optimal efficiency point for agiven power demand. The motor/generators are able to capture vehiclekinetic energy during braking, which is used to keep the engine offlonger, supplement engine torque or power and/or operate at a lowerengine speed, or supplement accessory power supplies. Additionally, themotor/generators are very efficient in accessory power generation andelectric power from the battery serves as an available torque reserveallowing operation at a relatively low transmission numerical speedratio.

SUMMARY OF THE INVENTION

A transmission is provided with a reverse input split mode and,preferably, a reverse low fixed speed ratio which provides sufficientreverse grade performance while allowing motor size and planetary andtransmission ratios to be optimized for fuel economy or other designcriteria. A key advantage of this design over other EVT designs forreverse is that the electrical power flow is forward (non-circulating)in both forward and reverse modes. Electrical circulating power in anEVT refers to a condition where the mechanical path carries more than100% of the output power. Under normal forward electrical power flowconditions, the engine power is split with some portion transmittedelectrically and the remainder transmitted mechanically. When a typicalEVT operates in reverse, the direction of the electrical power flow isreversed, so the mechanical path must carry the full output power plusthe electrical power. Under this condition, the electrical power is saidto be circulating in the system. Therefore, the electrical path torqueand power must be sized for greater than 100% of the output torque andpower in order to accommodate the circulating power. Maximum outputtorque of a typical EVT is obtained with the engine not producingtorque, using battery power. Maximum output torque of the electricallyvariable transmission of the present invention is obtained with theengine on, yielding more robust performance. Due to the improved reverseperformance, the typical requisite increase in motor size and/or highertransmission or planetary ratios is not required in order to achievesufficient reverse grade performance.

Accordingly, an electrically variable transmission includes an inputmember to receive power from an engine, an output member, as well asfirst and second motor/generators. First, second and third planetarygear sets each have first, second and third members and have the inputmember and the output member each continuously connected to a differentone of the members. A first interconnecting member continuously connectsa member of the first planetary gear set with a member of either thesecond or third planetary gear set that is continuously connected withthe second motor/generator. A second and a third interconnecting membereach continuously connect a different respective one of the members ofthe second planetary gear set with a different respective one of themembers of the third planetary gear set.

In referring to the first, second and third gear sets in thisdescription, and in the claims, these sets may be counted “first” to“third” in any order in the drawings (i.e., left to right, right toleft, etc.). Additionally, the first, second or third members of eachgear set may be counted “first” to “third” in any order in the drawings(i.e., top to bottom, bottom to top, etc.) for each gear set.

At least three torque-transmitting mechanisms are provided, including afirst torque-transmitting mechanism operable for selectively connectinga member of the first planetary gear set that is continuously connectedwith the input member with a member of the second planetary gear setthat is selectively connectable with a stationary member via a secondtorque-transmitting mechanism. A third torque-transmitting mechanism isoperable for selectively connecting a member of the second or thirdplanetary gear set that is not interconnected with any of the otherplanetary gear sets with the stationary member. The firstmotor/generator is continuously connected with the member of the firstplanetary gear set that is not connected with the input member or withthe other planetary gear sets. The third torque-transmitting mechanismis selectively engageable to provide an input split, first electricallyvariable forward mode, and the first torque-transmitting mechanism isselectively engageable to provide a compound split, second electricallyvariable forward mode.

The output member is preferably continuously connected to a member ofthe second or third planetary gear set that is not continuouslyconnected with the member of the first planetary gear set and is notselectively connectable with the stationary member.

The torque-transmitting mechanisms are engageable to provide an inputsplit, electrically variable reverse mode and an electric forward cruisemode. The electric forward cruise mode, i.e., in which the engine isoff, allows the motors to operate a higher speeds and lower torques toachieve the same output torque, resulting in improved efficiency.Regenerative braking is more efficiently performed during the electricforward cruise mode than during an electrically variable mode in whichboth motors must supply torque and the speeds of the motors are low.Additionally, engine drag (which further reduces efficiency) iseliminated in the electric forward cruise mode.

The electrically variable transmission may be described in terms of alever diagram. For example, the first, second and third members of thefirst planetary gear set are representable by a first lever of a leverdiagram having a first, second and third node corresponding with thefirst, second and third members. Additionally, two of the members of thesecond planetary gear set are continuously connected with two of themembers of the third planetary gear set (e.g., via the second and thirdinterconnecting members described above). Therefore, the second andthird planetary gear sets are representable by a second, compoundedlever in the lever diagram. The second lever has a fourth, fifth, sixthand seventh node corresponding with the second and third planetary gearsets. The first node is continuously connected with the fourth node. Theinput member is continuously connected with the second node. The firstmotor/generator is continuously connected with the third node and thesecond motor/generator is continuously connected with the fourth node.The first torque-transmitting mechanism is operable for selectivelyconnecting the first node with the fifth node, and the secondtorque-transmitting mechanism is operable for selectively connecting thefifth node with the stationary member. The output member is continuouslyconnected with the sixth node and the third torque-transmittingmechanism is operable for selectively connecting the seventh node withthe stationary member.

In one aspect of the invention, the second torque-transmitting mechanismis selectively engageable to provide the input split, electricallyvariable reverse mode and the first and second torque-transmittingmechanisms are selectively engageable to provide the electric forwardcruise mode. Torque of the first motor/generator is added to torque ofthe second motor/generator in the electric forward cruise mode.Furthermore, the first and third torque-transmitting mechanisms areselectively engageable to provide a fixed forward speed ratio.

Optionally, a fourth torque-transmitting mechanism may be added to thetransmission. The fourth torque-transmitting mechanism is operable forselectively connecting any two members of the first planetary gear set,causing all elements of the first planetary gear set to spin at the samespeed (thereby causing the first planetary gear set to be “locked” andinactive in that the tooth ratios of the first planetary gear set do notaffect the overall transmission ratio). The second and fourthtorque-transmitting mechanisms are engageable to provide a fixed reversespeed ratio. The fixed reverse speed ratio allows the efficiency of apurely mechanical power flow path in the reverse direction. The firsttorque-transmitting mechanism and the fourth torque-transmittingmechanism are engageable to provide a fixed forward speed ratio and thethird torque-transmitting mechanism and the fourth torque-transmittingmechanism are selectively engageable to provide another fixed forwardspeed ratio. Thus, with the first, second, third and fourthtorque-transmitting mechanisms, three fixed forward speed ratios areprovided.

In terms of the lever diagram described above, the fourthtorque-transmitting mechanism is operable for selectively connecting anytwo of the first, second and third nodes with one another.

Additional torque-transmitting mechanisms may be employed to achieveadditional fixed forward speed ratios. For instance, a fifthtorque-transmitting mechanism operable for selectively connecting thesecond motor/generator with the stationary member may be employed. Thefirst torque-transmitting mechanism and the fifth torque-transmittingmechanism are selectively engageable to provide a fixed forward speedratio, thereby creating with the first, second, third and fourthtorque-transmitting mechanisms a total of four fixed forward speedratios. Additionally, a sixth torque-transmitting mechanism operable forselectively connecting the first motor/generator with the stationarymember may be employed. The first and sixth torque-transmittingmechanisms are selectively engageable to provide a fixed forward speedratio and the third and sixth torque-transmitting mechanisms areselectively engageable to provide another fixed forward speed ratio.Accordingly, with all six of the torque-transmitting mechanisms, sixfixed forward speed ratios may be achieved. Additionally, the second andsixth torque-transmitting mechanisms are selectively engageable toprovide a fixed reverse speed ratio.

Specific embodiments of the transmission may be described with respectto the first, second and third members of each gear set being a ringgear member, a planet carrier member and a sun gear member. Forinstance, in some embodiments, the first motor/generator is continuouslyconnected with the sun gear member of the first planetary gear set andthe second interconnecting member continuously connects the ring gearmember of the second planetary gear set with the carrier member of thethird planetary gear set. In some embodiments, the third interconnectingmember continuously connects the carrier member of the second planetarygear set with the ring gear member of the third planetary gear set.

In some embodiments, the first interconnecting member continuouslyconnects the ring gear member of the first planetary gear set with thesun gear member of the second planetary gear set.

In some embodiments, a member of the first planetary gear set may becontinuously connected with a member of the second or third planetarygear set via the first interconnecting member where the firstinterconnecting member connects to the second motor/generator. Themember of the second or third planetary gear set is also continuouslyconnected with the second motor/generator; therefore, the firstinterconnecting member continuously interconnects the member of thefirst planetary gear set with the member of the second or thirdplanetary gear set via the second motor/generator.

The transmission also provides the efficiency of regenerative braking Anenergy storage device operable for supply power to or receiving powerfrom the first and second motor/generators is provided. A controlleroperable for controlling power transfer between the energy storagedevice and the first and second motor/generators is further provided.The controller causes at least one of the first and secondmotor/generators to function as a generator to convert rotational energyof the output member to power stored in the energy storage device duringbraking Preferably, regenerative braking occurs during the electricforward cruise mode. This may be more efficient than performingregenerative braking during the second electrically variable forwardmode since the engine drag is eliminated when the engine is shut off andboth motors need not necessarily supply torque at low speeds as theymust during the second electrically variable forward mode.

The arrangement of the torque-transmitting mechanisms within thetransmission and the engagement schedule thereof allows for a relativelylow numerical top fixed gear ratio in relation to typical hybridtransmission designs, which may improve highway fuel economy.

The above features and advantages and other features and advantages ofthe present invention are readily apparent from the following detaileddescription of the best modes for carrying out the invention when takenin connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic lever diagram illustration of an electricallyvariable transmission of the present invention;

FIG. 2 is a schematic lever diagram illustration of one embodiment of atransmission within the scope of the lever diagram of FIG. 1;

FIG. 3 is a schematic lever diagram illustration of a second embodimentof a transmission within the scope of the lever diagram of FIG. 1;

FIG. 4 is a schematic lever diagram illustration of a third embodimentof a transmission within the scope of the lever diagram of FIG. 1;

FIG. 5 is a schematic stick diagram illustration of a fourth embodimentof a transmission corresponding with the lever diagram of FIG. 2;

FIG. 6 is a schematic stick diagram illustration of a fifth embodimentof a transmission corresponding with the lever diagram of FIG. 2;

FIG. 7 is a schematic stick diagram illustration of a sixth embodimentof a transmission corresponding with the lever diagram of FIG. 4; and

FIG. 8 is a schematic stick diagram illustration of a seventh embodimentof a transmission corresponding with the lever diagram of FIG. 4.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to the drawings, wherein like reference numbers refer to likecomponents, FIG. 1 shows a powertrain 10 including an engine 12connected to one embodiment of an electrically variable transmission(EVT) designated generally by the numeral 14. The transmission 14 isdesigned to receive at least a portion of its driving power from theengine 12. The engine 12 has an output shaft that serves as an inputmember 17 of the transmission 14. A final drive unit 16 is operablyconnected to the transmission 14 via an output member 19. Thetransmission 14 includes three planetary gear sets represented in leverdiagram form in FIG. 1, as will be readily understood by those skilledin the art. A lever or first planetary gear set 20 includes a first,second and third node A, B, C, respectively. The nodes A, B and Crepresent a first, second and third member of the first planetary gearset 20, preferably a ring gear member, a carrier member and a sun gearmember, although not necessarily in that order.

The transmission 14 also includes a second lever 30, 40, consisting oftwo compounded planetary gear sets, a second planetary gear set 30 and athird planetary gear set 40. The planetary gear sets 30 and 40 also havethree members which can be a ring gear member, a sun gear member and aplanet carrier member. The planetary gear sets 30 and 40 are compoundedin that two members of the second planetary gear set 30 are continuouslyconnected with two members of the planetary gear set 40. In someembodiments, an interconnected pair of members may be replaced by asingle member functioning in both planetary gear set 30 and planetarygear set 40. In all instances, the compounded planetary gear sets 30, 40may be represented by the second, four node lever, 30, 40 having afourth node D, a fifth node E, a sixth node F and a seventh node G. Asillustrated and described below with respect to FIGS. 2 through 4, thecompounded planetary gear sets 30, 40 may be represented by two separatelever diagrams for the gear sets 30 and 40; however, in either instancetwo members of the planetary gear set 30 are continuously connected withtwo members of the planetary gear set 40, and those skilled in the artwill recognize that such a compounded planetary gear set may be shownschematically as a single lever or as two separate levers. In the leverdiagram of FIGS. 2 through 4 in which the compounded planetary gear sets30, 40 are illustrated with two separate levers, the interconnectednature of the nodes will be apparent.

A first interconnecting member 70 continuously interconnects the firstnode A with the fourth node D. The input member 17 is continuouslyconnected with the second node B. The second node B is also selectivelyconnectable with the fifth node E via a first torque-transmittingmechanism 50. A second torque-transmitting mechanism 52 selectivelyconnects the fifth node E with a stationary member 60, such as thetransmission housing. The third node C is continuously connected with afirst motor/generator 80. A second motor/generator 82 is continuouslyconnected with the fourth node D of the compounded planetary gear sets30, 40. The first and second motor/generators 80, 82 may also bereferred to herein as Unit A and Unit B, respectively. The sixth node Fof the second lever 30, 40 is continuously connected with the outputmember 19. Finally, the seventh node G is selectively connectable withthe transmission housing 60 via a third torque-transmitting mechanism54.

Three optional torque-transmitting mechanisms may also be employed toachieve various operating states, as will be described below. Forinstance, a fourth torque-transmitting mechanism 56 (shown in phantom)selectively connects the second node B, i.e., the node continuouslyconnected with the input member 17, with the first and fourth nodes A,D, respectively, via the first interconnecting member 70. Within thescope of the invention, the fourth torque-transmitting mechanism 56 mayhave alternative locations, but always selectively connects any twomembers of the first planetary gear set to cause all three members ofthe first planetary gear set to rotate at the same speed (i.e., thefourth torque-transmitting mechanism 56 acts as a lockup clutch).Additionally, a fifth torque-transmitting mechanism 58 selectivelyconnects the second motor/generator 82 with the transmission housing 60.Finally, a sixth torque-transmitting mechanism 59 selectively connectsthe first motor/generator 80 with the transmission housing 60. As willbe described below, the torque-transmitting mechanisms are selectivelyengageable to provide a variety of fixed forward speed ratios, an inputsplit and a compound split first and second electrically variableforward mode, an input split reverse mode and a mechanical reverse modeas well as an electric forward cruise mode. As will be understood bythose skilled in the art, the first and second motor/generators 80, 82each have a stator and a rotor (not shown), the rotor being rotatableand the stator being continuously grounded by the transmission housing60.

Each embodiment of the transmission within the scope of the inventionhas an electric power source which is operatively connected to themotor/generators such that the motor/generators may transfer power to orreceive power from the power source. A controller or ECU is operativelyconnected to the electric power source to control the distribution ofpower from or to the power source. An electric power source may be oneor more batteries. Other electric power sources, such as fuel cells,have the ability to provide, or store and dispense, electric power andmay be used in place of batteries without altering the concepts of thepresent invention. An electric power source and controller is shown anddescribed with respect to the embodiments of FIGS. 5 through 8. Theembodiments of FIGS. 1 through 4 which are represented by lever diagramsalso incorporate an electric power source and controller, although notshown, which are operatively connected to the motor/generators in likemanner as shown in FIGS. 5 through 8.

Operational Description

Electrically Variable Reverse Mode

The transmission 14 provides an electrically variable reverse mode(characterized by a range of reverse speed ratios) which is capable oflaunching a vehicle (not shown) in reverse either with the engine 12 offof with the engine 12 running to power the vehicle. The secondtorque-transmitting mechanism 52 is engaged to establish theelectrically variable reverse mode. If the engine 12 is off, thetorque-transmitting mechanism 52, which is a stationary typetorque-transmitting mechanism such as a brake, grounds node E to thetransmission housing 60, which provides reaction torque. The secondmotor/generator 82 is used to launch the vehicle through a reversereduction gear ratio provided by the compounded second and thirdplanetary gear sets represented by the second lever 30, 40. For electricreverse operation with engine off, engine 12 remains at zero speed, thesecond motor/generator 82 is at positive speed, and the firstmotor/generator 80 is at negative speed. To start the engine, the firstmotor/generator 80 decelerates to zero speed while the secondmotor/generator 82 provides reaction torque as well as torque to drivethe vehicle. This enables acceleration of the engine 12 to a speed whereit may be fueled. Once the engine 12 is running, engine power is splitthrough the first planetary gear set represented by the first lever 20and the first motor/generator 80, which generates power while the secondmotor/generator 82 acts as the motor. Thus, power is transmitted to theoutput member 19 through both a mechanical path and an electrical path.Electrical power flow is in the forward direction as long as the firstmotor/generator 80 has positive speed. When the first motor/generator 80decelerates to a negative speed, a second motor/generator 82 acts as agenerator to supply power to the first motor/generator 80 to provideengine reaction torque.

Fixed Reverse Speed Ratio

If the optional fourth torque-transmitting mechanism 56 is provided, itmay be engaged synchronously when the engine 12 and motor/generators 80,82 are operating at speeds that create a transmission speed ratio (i.e.,(speed of the input member 17)/(speed of the output member 19))equivalent with a mechanical transmission gear ratio provided byengagement of the torque-transmitting mechanism 56. As used herein, theterms gear ratio and fixed speed ratio have the same meaningAlternatively, if the optional sixth torque-transmitting mechanism 59 isprovided, it may be engaged synchronously when the engine 12 andmotor/generators 80, 82 are operating at speeds that create atransmission ratio equivalent with a mechanical transmission ratioprovided by engagement of the torque-transmitting mechanism 59. In thefixed reverse speed ratio, the motor/generators 80, 82 are not needed totransmit torque but may be used for an acceleration boost to supplementthe engine 12, or as generators.

The electrically variable reverse mode and the fixed reverse speed ratioallow the ring gear/sun gear tooth ratio of the planetary gear setsrepresented by the first and second levers 20 and 30, 40, respectively,as well as the size of the first and second motor/generators 80, 82,respectively, to be optimized for efficient fuel economy or other designcriteria. Because the engine 12 is not off during the electricallyvariable input split reverse mode, reverse grade requirements may be metwithout increasing the size of the second motor/generator 82 and/orusing higher planetary gear ratios than would otherwise be required foroptimum fuel economy.

First Forward Mode

The transmission is capable of providing an electrically variable firstforward mode characterized by a range of forward speed ratios. A vehiclemay be launched by the transmission 14 with the engine 12 off or withthe engine 12 running in the electrically variable first forward mode.To establish the electrically variable first forward mode, the thirdtorque-transmitting mechanism 54 is engaged to ground node G of thesecond lever 30, 40 to the transmission housing 60. If the engine 12 isoff with the third torque-transmitting mechanism 54 engaged, the secondmotor/generator 82 is used to launch the vehicle through the reductiongear ratio provided by the compounded second and third planetary gearsets represented by the second lever 30, 40. Initially, the engine 12remains at zero speed and the first motor/generator 80 spins in areverse direction. To start the engine 12, the first motor/generator 80decelerates to zero speed while the second motor/generator 82 providesreaction torque as well as torque to drive the vehicle. This enablesacceleration of the engine 12 to a speed where it may be fueled. Oncethe engine 12 is running, engine power provided through the input member17 is split through the first planetary gear set represented by thefirst lever 20 and the first motor/generator 80, which generates powerwhile the second motor/generator 82 acts as a motor. Power istransmitted to the output member 19 to drive the vehicle through both amechanical power path (i.e., through the first planetary gear set 20 andthe interconnecting member 70) and an electrical power path (i.e.,through the first motor/generator 80 to the second motor/generator 82).Power flows in the forward direction as long as the firstmotor/generator 80 has positive speed. When the speed of the firstmotor/generator 80 becomes negative, the second motor/generator 82 actsas a generator to supply power to the first motor/generator 80.Regenerative braking is accomplished using the second motor/generator82, which is characterized by a direct speed ratio to the output member19.

Electrically Variable Second Forward Mode

For operation in a second electrically variable forward modecharacterized by a lower range of numeric speed ratios, the transmission14 provides a compound, split mode in which the firsttorque-transmitting mechanism 50 is engaged and the thirdtorque-transmitting mechanism 54 is released. In this lower range offorward speed ratios, power flows in the forward direction as long asthe first and second motor/generators 80, 82, respectively, havepositive speed. In this lower range, the second motor/generator 82 actsas a generator and the first motor/generator 80 acts as a motor. If thespeed of the second motor/generator 82 becomes negative, the firstmotor/generator 80 acts as generator to supply power to the secondmotor/generator 82. If the speed of the first motor/generator 80 isnegative, the second motor/generator 82 becomes a generator to supplypower to the first motor/generator 80. Regenerative braking may beaccomplished in the electrically variable second forward mode bybalancing torque of the engine 12 and the first and secondmotor/generators 80, 82, respectively, to provide the desireddeceleration rate of the output member 19.

Fixed Forward Speed Ratios

Within both the first and second electrically variable forward modes,the torque-transmitting mechanisms of the transmission 14 may beutilized to provide multiple fixed forward speed ratios. When thetransmission ratio reaches a ratio equivalent to that which may beprovided mechanically by engagement of two of the torque-transmittingmechanisms, the appropriate torque-transmitting mechanisms are engagedto provide the fixed ratio. When the transmission 14 is operating in afixed forward speed ratio, the motor/generators 80, 82 are not utilizedto transmit torque from the engine 12 but may be used for anacceleration boost or for regenerative braking If the optional fourth,fifth and sixth torque-transmitting mechanisms 56, 58 and 59 areprovided, up to six forward speed ratios are provided by thetransmission 14. Three fixed forward speed ratios are available duringthe electrically variable first forward mode when the thirdtorque-transmitting mechanism 54 is engaged. By engaging the fourthtorque-transmitting mechanism 56, a first fixed speed ratio is provided.At a lower speed ratio, the sixth torque-transmitting mechanism 59 maybe engaged to establish a second fixed forward speed ratio. The sixthtorque-transmitting mechanism 59 is then disengaged to allow an increasein transmission ratio, in the electrically variable first forward mode.At a yet lower speed ratio, the first torque-transmitting mechanism 50is engaged while the third torque-transmitting mechanism 54 remainsengaged to establish a third fixed forward speed ratio. The firsttorque-transmitting mechanism 50 is then disengaged to allow theelectrically variable first forward mode to resume and provide lowerspeed ratios. To achieve transmission ratios at the electricallyvariable second forward mode, the third torque-transmitting mechanism 54is disengaged while the first torque-transmitting mechanism 50 isengaged. During the electrically variable second forward mode, threeadditional fixed forward speed ratios may be achieved. First, the sixthtorque-transmitting mechanism 59 may be engaged to establish a fourthfixed forward speed ratio. At a lower speed ratio, the fourthtorque-transmitting mechanism 56 may be engaged to establish a fifthforward fixed speed ratio. At a still lower speed ratio, the fifthtorque-transmitting mechanism 58 may be engaged to establish a sixthforward speed ratio. The sixth fixed forward speed ratio provided byengagement of the first torque-transmitting mechanism 50 and the fifthtorque-transmitting mechanism 58 permits top gear ratio as low as 0.66(sample planetary gear set tooth ratios set forth in paragraph [0078]achieve a sixth fixed gear ratio of 0.661), which is significantly lowerthan that achieved in overdrive by typical hybrid electrically variabletransmissions, and more closely mimics the highway fuel economy of anautomatic transmission having a lower numeric ratio. The availability ofmultiple fixed forward speed ratios allows the transmission 14 to beoperated in mechanical mode at a variety of speed ratios which, as isreadily apparent to those skilled in the art, increases systemefficiency.

Electric Forward Cruise (Regenerative Braking) Mode

During the electrically variable second forward mode, the transmission14 provides an electric forward cruise mode. The electric forward cruisemode is established by engaging the second torque-transmitting mechanism52 while the first torque-transmitting mechanism 50 remains engaged andfuel to the engine is cut off so that the engine 12 is stopped. In thisarrangement, the motor/generators 80, 82 drive the output member 19 athigh ratios of motor speeds to output speed. Additionally, torque fromthe first and second motor/generators 80, 82 is additive. In this mode,both of the motor/generators 80, 82 are spinning at a high speedrelative to the output member 19 and both decelerate in order to startthe engine 12. Accordingly, energy of a battery connected to themotor/generators 80, 82 (battery not shown but connected to themotor/generator 80, 82 in like manner as shown and described withrespect to the batteries and motor/generator of FIGS. 5 through 8) isaugmented by stored kinetic energy of the motor/generators 80, 82 duringstarting of the engine 12. The kinetic energy of both motor/generators80, 82 is higher in electric cruise mode than in electrically variablesecond forward mode. Therefore, during the transition, some of thiskinetic energy is available, at the discretion of the control strategy,to either help propel the vehicle or increase the speed of the engine12. The net effect is that less battery power is required than wouldotherwise be needed if both motor/generators 80, 82 did not decrease inspeed.

The transmission 14 improves regenerative braking efficiency in amid-speed ratio range. At relatively high numeric transmission speedratios, the transmission 14 provides efficient regenerative brakingbecause the second motor/generator 82 is directly coupled to the outputmember 19. Likewise, at low numeric transmission speed ratios, thetransmission 14 may operate in the sixth fixed forward speed ratiodescribed above, providing efficient regenerative braking because thefirst motor/generator 80 is directly coupled to the output member 19.However, when vehicle speed drops below a point in which the sixth fixedforward speed ratio may be utilized, the transmission 14 operates in theelectrically variable second forward mode, which is not as efficient forregenerative braking as the sixth fixed forward speed ratio since bothof the motor/generators 80, 82 must supply torque and the speeds of themotor/generators are relatively low. If the engine 12 is off, the secondmotor/generator 82 torque must be negative in order to balance theregenerative braking torque applied to the output member 19 and thenegative torque of the first motor/generator 80. However, the secondmotor/generator 82 will also have negative speed, resulting in positivepower flow; hence, there is circulating electrical power in that thefirst motor/generator 80 generating power will exceed the power flow tothe battery. Ideally, each of the motor/generators 80, 82 should carry afraction of the regenerative braking power of between zero and one, withthe sum of the fractions being one. Even if the engine 12 is not off andthe second motor/generator 82 has positive speed, the speeds of themotor/generators 80, 82 are relatively low, and there is relativelysmall mechanical advantage since (neglecting engine drag) the torque ofthe motor/generators 80, 82 must sum to the transmission output torque.Therefore, if the first motor/generator 80 has a large mechanicaladvantage, the second motor/generator 82 will have a small mechanicaladvantage, or vice versa. By incorporating an additional torque reactionpoint to ground in the lever at node E, the mechanical advantage of bothmotor/generators 80, 82 is increased. Additionally, if the engine 12 isrunning during the electrically variable second forward mode, efficiencyis further reduced due to engine drag and lower motor speeds. Byproviding the electric cruise mode with the engine 12 off, themotor/generators 80, 82 operate at higher speeds and lower torques toachieve the same torque at the output member 19, resulting in improvedefficiency.

First Preferred Embodiment

Referring to FIG. 2, a first completed preferred embodiment of apowertrain 110 having a transmission 114 within the scope of theinvention is illustrated in lever diagram form. The transmission 114utilizes three differential gear sets, preferably in the nature ofplanetary gear sets 120, 130 and 140. The planetary gear set 120,represented in lever diagram form, employs a ring gear member 124, aplanet carrier member 129 and a sun gear member 122. The ring gearmember 124 circumscribes the sun gear member 122. The planet carriermember 129 rotatably supports a plurality of planet gears that meshinglyengage both the ring gear member 124 and the sun gear member 122. Theinput member 17 is secured to the carrier member 129. A firstmotor/generator 180 is continuously connected with the sun gear member122. The planetary gear set 120 may be represented by the lever 20 ofFIG. 1.

The second planetary gear set 130 represented in lever diagram formemploys a ring gear member 134 which circumscribes a sun gear member132. A planet carrier member 139 rotatably supports a plurality ofplanet gears that meshingly engage both the ring gear member 134 and thesun gear member 132.

The planetary gear set 140 employs a ring gear member 144 whichcircumscribes a sun gear member 142. A planet carrier member 149rotatably supports a plurality of planet gears that meshingly engageboth the ring gear member 144 and the sun gear member 142. The outputmember 19 is continuously connected with the carrier member 149.

The ring gear member 124 is continuously connected with the sun gearmember 132 by an interconnecting member 170. The sun gear member 132 iscontinuously connected with the sun gear member 142 and a secondmotor/generator 182 via interconnecting member 172 which, asillustrated, may be more than one component. The ring gear member 134 iscontinuously connected with the carrier member 149 via aninterconnecting member 174.

The ring gear member 124 corresponds with the first node A of FIG. 1.The carrier member 129 corresponds with the second node B of FIG. 1. Thesun gear member 122 corresponds with the third node C of FIG. 1. Becausethe second and third planetary gear sets 130, 140 have two pairs ofmembers connected via two separate interconnecting members 172 and 174,the planetary gear sets 130 and 140 are compounded and are representedby the second lever 30, 40 of FIG. 1. The connected sun gear member 132and sun gear member 142 are together represented by corresponding fourthnode D of FIG. 1. The carrier member 139 corresponds with the fifth nodeE of FIG. 1. The connected ring gear member 134 and carrier member 139correspond with the sixth node F of FIG. 1. The ring gear member 144corresponds with the seventh node G of FIG. 1.

The first torque-transmitting mechanism 150 is selectively engageable toconnect the carrier member 129 with the carrier member 139. The secondtorque-transmitting mechanism 152 is selectively engageable to groundthe carrier member 139 to the transmission housing 160. The thirdtorque-transmitting mechanism 154 is selectively engageable to groundthe ring gear member 144 with the transmission housing 160. Thetorque-transmitting mechanisms 150, 152 and 154 are engageable in likemanner as corresponding torque-transmitting mechanisms 50, 52 and 54,respectively, of FIG. 1 to establish first and second electricallyvariable forward modes, a fixed forward speed ratio (corresponding withthe third fixed forward speed ratio described with respect to FIG. 1) anelectric cruise mode, and an input split, electrically variable reversemode.

Second Alternative Preferred Embodiment

Referring to FIG. 3, a second specific preferred embodiment of apowertrain 210 having a transmission 214 within the scope of theinvention is illustrated. Transmission 214 utilizes three differentialgear sets, preferably in the nature of planetary gear sets 220, 230 and240, represented in lever diagram form. The planetary gear set 220employs a ring gear member 224 which circumscribes the sun gear member222. Carrier member 229 rotatably supports a plurality of planet gearsthat meshingly engage both the ring gear member 224 and the sun gearmember 222. The input member 17 is secured to the carrier member 229. Afirst motor/generator 280 is continuously connected to the sun gearmember 222.

The planetary gear set 230 has a ring gear member 234 whichcircumscribes the sun gear member 232. A carrier member 239 includes aplurality of planet gears that meshingly engage both the sun gear member232 and the ring gear member 234. A second motor/generator 282 iscontinuously connected to the sun gear member 232.

The planetary gear set 240 includes a ring gear member 244 thatcircumscribes a sun gear member 242. A carrier member 249 includes aplurality of pinion gears that meshingly engage both the sun gear member244.

An interconnecting member 270 continuously connects the ring gear member224 with the sun gear member 232. An interconnecting member 272continuously connects the carrier member 239 with the ring gear member244. An interconnecting member 274 continuously connects the ring gearmember 234 with the carrier member 249.

The ring gear member 224 corresponds with the first node A of FIG. 1.The carrier member 229 corresponds with the second node B. The sun gearmember 222 corresponds with the third node C. The sun gear member 232corresponds with the fourth node D. The interconnected carrier member239 and ring gear member 244 correspond with the fifth node E. Theinterconnected ring gear member 234 and carrier member 249 correspondwith the sixth node F. The sun gear member 242 corresponds with theseventh node G. Because the planetary gear sets 230 and 240 have twointerconnections via interconnecting members 272 and 274, they may berepresented by the single second lever 30, 40 of FIG. 1. The planetarygear set 220 may be represented by the lever 20 of FIG. 1.

A first torque-transmitting mechanism 250 selectively connects thecarrier member 229 with the carrier member 239. A secondtorque-transmitting mechanism 252 selectively connects the ring gearmember 244 with the transmission housing 260. A thirdtorque-transmitting mechanism 254 selectively connects the sun gearmember 242 with the transmission housing 260. The torque-transmittingmechanisms 250, 252 and 254 are engageable in like manner ascorresponding torque-transmitting mechanisms 50, 52 and 54,respectively, as described above with respect to FIG. 1 to establishfirst and second electrically variable forward modes , an electricforward cruise mode, a fixed forward speed ratio and an input split,electrically variable reverse mode.

Third Preferred Alternative Embodiment

Referring to FIG. 4, a third specific preferred embodiment of apowertrain 310 having a transmission 314 within the scope of theinvention is illustrated. The transmission 314 utilizes threedifferential gear sets, preferably in the nature of planetary gear sets320, 330 and 340, represented in lever diagram form. The planetary gearset 320 employs a ring gear member 324 which circumscribes the sun gearmember 322. The carrier member 329 rotatably supports a plurality ofplanet gears that meshingly engage both the ring gear member 324 and thesun gear member 322. The input member 17 is continuously connected withthe carrier member 329. A first motor/generator 380 is continuouslyconnected with the sun gear member 322.

The planetary gear set 330 has a ring gear member 334 whichcircumscribes the sun gear member 332. A carrier member 339 includes aplurality of pinion gears that meshingly engage both the ring gearmember 334 and the sun gear member 332. A second motor/generator 382 iscontinuously connected with the sun gear member 332.

The planetary gear set 340 has a ring gear member 344 whichcircumscribes the sun gear member 342. A carrier member 349 rotatablysupports a plurality of planet gears that meshingly engage both the ringgear member 344 and the sun gear member 342. The output member 19 iscontinuously connected with the carrier member 349.

An interconnecting member 370 continuously connects the ring gear member324 with the sun gear member 332. An interconnecting member 372continuously connects the carrier member 339 with the ring gear member344. An interconnecting member 374 continuously connects the ring gearmember 334 with the carrier member 349.

Because the planetary gear sets 330 and 340 have two pairs ofinterconnected members via the interconnecting members 372 and 374, theymay be represented by the single lever 30, 40 of FIG. 1. The planetarygear set 320 may be represented by the lever 20 of FIG. 1. The ring gearmember 324 corresponds with the first node A of FIG. 1. The carriermember 329 corresponds with the second node B. The sun gear member 322corresponds with the third node C. The sun gear member 332 correspondswith the fourth node D. The interconnected carrier member 339 and ringgear member 344 correspond with the fifth node E. The interconnectedring gear member 334 and carrier member 349 correspond with the sixthnode F. The sun gear member 342 corresponds with the seventh node G.

A first torque-transmitting mechanism 350 is selectively engageable toconnect the carrier member 329 with the carrier member 339. A secondtorque-transmitting mechanism 352 is selectively engageable to groundthe ring gear member 344 to the transmission housing 360. A thirdtorque-transmitting mechanism 354 is selectively engageable to groundthe sun gear member 342 to the transmission housing 360. A fourthtorque-transmitting mechanism 356 is selectively engageable to connectthe carrier member 329 with the interconnected ring gear member 324 andsun gear member 332. A fifth torque-transmitting mechanism 358 isselectively engageable to ground the sun gear member 332 and the secondmotor/generator 382 to the transmission housing 360.

The torque-transmitting mechanism 350, 352 and 354 are engageable inlike manner as corresponding torque-transmitting mechanisms 50, 52 and54, respectively, of FIG. 1 to establish first and second electricallyvariable forward modes, a fixed forward speed ratio, a forward electriccruise mode and an input split, electrically variable reverse speedmode. The additional torque-transmitting mechanisms 356 and 358 areselectively engageable as described above with respect to FIG. 1 in likemanner as corresponding torque-transmitting mechanisms 56 and 58 toestablish three additional fixed forward speed ratios and a fixedreverse speed ratio. Although not illustrated in the specificembodiments of FIGS. 2 through 8, a sixth torque-transmitting mechanismmay be added to ground the first motor/generator 80 (Unit A) to thetransmission housing to establish two additional fixed forward speedratios, as described with respect to torque-transmitting mechanism 59 ofFIG. 1, for a total of six fixed forward speed ratios.

Fourth Alternative Preferred Embodiment

Referring to FIG. 5, a fourth specific preferred embodiment of apowertrain 410 having a transmission 414 within the scope of theinvention is illustrated. The transmission 414 utilizes threedifferential gear sets, preferably in the nature of planetary gear sets420, 430 and 440. The transmission 414 is shown in a stick diagramrather than a lever diagram form. Planetary gear set 420 employs a ringgear member 424 which circumscribes a sun gear member 422. A carriermember 429 rotatably supports a plurality of pinion gears that meshinglyengage both the ring gear member 424 and the sun gear member 422. Theinput member 17 is continuously connected with the carrier member 429. Afirst motor/generator 480 is continuously connected with the sun gearmember 422.

The planetary gear set 430 includes a ring gear member 434 whichcircumscribes a sun gear member 432. A carrier member 439 includes aplurality of planet gears that meshingly engage both the ring gearmember 434 and the sun gear member 432. The output member 19 iscontinuously connected with the ring gear member 434. As will be readilyunderstood by those skilled in the art, the transmission 414 isappropriate for a front wheel drive application, as the output member 19is in a location well suited for transverse arrange usage.

The planetary gear set 440 includes a ring gear member 444 thatcircumscribes a sun gear member 442. The carrier member 449 includes aplurality of pinion gears that meshingly engage both the ring gearmember 444 and the sun gear member 442. The second motor/generator 482is continuously connected with the sun gear member 442.

An interconnecting member 470 continuously connects the ring gear member424 with the sun gear member 442. The second motor/generator 482 isthereby also continuously connected with the ring gear member 424. Theinterconnecting member 470 may be one component or separate components.An interconnecting member 472 continuously the ring gear member 434 withthe carrier member 449. An interconnecting member 474 continuouslyconnects the sun gear member 432 with the sun gear member 442. Thus, twomembers of the planetary gear set 430 are continuously connected withthe two members of the planetary gear set 440 via two interconnectingmembers 472 and 474. Accordingly, the planetary gear sets 430 and 440may be represented in lever diagram formed by the compound lever 30, 40of FIG. 1. The planetary gear set 420 may be represented by the lever 20of FIG. 1.

The ring gear member 424 corresponds with the first node A of FIG. 1.The carrier member 429 corresponds with the second node B of FIG. 1. Thesun gear member 422 corresponds with the third node C of FIG. 1. Thecontinuously connected sun gear members 432 and 442 correspond with thefourth node D of FIG. 1. The carrier member 439 corresponds with thefifth node E of FIG. 1. The continuously connected ring gear member 434and carrier member 449 correspond with the sixth node F of FIG. 1. Thering gear member 444 corresponds with the seventh node G of FIG. 1.

The first torque-transmitting mechanism 450 is selectively engageable toconnect the carrier member 429 with the carrier member 439 and alsoconnect the input member 17 with the carrier member 439. The secondtorque-transmitting mechanism 452 is selectively engageable to groundthe carrier member 439 to the transmission housing 460. The thirdtorque-transmitting mechanism 454 is selectively engageable to groundthe ring gear member 444 to the transmission housing 460. Thetorque-transmitting mechanisms 450, 452 and 454 are engageable in likemanner as corresponding torque-transmitting mechanisms 50, 52 and 54,respectively, of FIG. 1 to establish first and second electricallyvariable forward mode, an electric forward cruise mode, a fixed forwardspeed ratio and an input split, electrically variable reverse mode.

Preferably, each of the planetary gear sets 420, 430 and 440 has a ringgear/sun gear tooth ratio (N_(R)/S_(R)) of 1.954, although other toothratios may also be employed within the scope of the invention. If theoptional fourth, fifth and sixth torque-transmitting mechanisms areemployed as set forth in FIG. 1 (i.e., a fourth torque transmittingmechanism such as torque-transmitting mechanism 56 of FIG. 1 selectivelyconnects the ring gear member 424 with the carrier member 429; a fifthtorque-transmitting mechanism such as torque-transmitting mechanism 58of FIG. 1 selectively grounds the second motor/generator 482 with thetransmission housing 460; and a sixth torque-transmitting mechanism suchas torque-transmitting mechanism 59 of FIG. 1 selectively grounds thefirst motor/generator 480 with the transmission housing 460), six fixedforward gear ratios and a fixed reverse gear ratio are achieved asfollows. A first fixed forward gear ratio of 2.954 is achieved byengagement of the third and fourth torque-transmitting mechanisms 454,56. A second fixed forward gear ratio of 1.954 is achieved by engagementof the third and sixth torque-transmitting mechanisms 454, 59. A thirdfixed forward gear ratio of 1.661 is achieved by engagement of the thirdand first torque-transmitting mechanisms 454, 50. A fourth fixed forwardgear ratio of 1.355 is achieved by engagement of the first and sixthtorque-transmitting mechanisms 450, 59. A fifth fixed forward gear ratioof 1.0 is achieved by engagement of the first and fourthtorque-transmitting mechanisms 450, 56. A sixth fixed forward gear ratioof 0.661 is achieved by engagement of the first and fifthtorque-transmitting mechanisms 450, 58. Finally, a fixed reverse gearratio of −1.954 is achieved by engagement of the second and fourthtorque-transmitting mechanisms 452, 56.

It is apparent from FIG. 5 in the foregoing description that thetransmission 414 selectively receives power from the engine 12. Thehybrid transmission 414 also receives power from or transfers power toan electrical power source 486, which is operatively connected to acontroller or ECU 488. The electric power source 486 is operativelyconnected to the motor/generator 480, 482 via the controller 488. Theelectrical power source 486 may be one or more batteries. Otherelectrical power sources, such as fuel cells, have the ability toprovide, or store and dispense, electrical power and may be used inplace of batteries without altering the concepts of the presentinvention.

Fifth Alternative Preferred Embodiment

Referring to FIG. 6, a fifth specific preferred embodiment of apowertrain 510 of a transmission 514 within the scope of the inventionis illustrated. The transmission 514 utilizes three differential gearsets, preferably in the nature of planetary gear sets 520, 530 and 540.The transmission 514 is illustrated in stick diagram rather than leverdiagram form. The planetary gear set 520 employs a ring gear member 524which circumscribes the sun gear member 522. A carrier member 529rotatably supports a first set of pinion gears 527 and a second set ofpinion gears 528. The first set of pinion gears 527 meshingly engageswith the sun gear member 522 and the second set of pinion gears 528. Thesecond set of pinion gears 528 meshingly engage with the first set ofpinion gears 527 and with the ring gear member 524. The input member 17is continuously connected with the ring gear member 524. A firstmotor/generator 580 is continuously connected with the sun gear member522.

The second planetary gear set 530 has a ring gear member 534 thatcircumscribes the sun gear member 532. A carrier member 539 rotatablysupports a plurality of pinion gears which meshingly engage with boththe sun gear member 532 and the ring gear member 534. The output member19 is continuously secured to the ring gear member 534. As will bereadily understood by those skilled in the art, the transmission 514 isappropriate for a front wheel drive application, as the output member 19is in a location well suited for transverse arrange usage.

The planetary gear set 540 includes a ring gear member 544 whichcircumscribes a sun gear member 542. A carrier member 549 includes aplurality of pinion gears which meshingly engage with both the sun gearmember 542 and the ring gear member 544. The second motor/generator 582is continuously connected with the sun gear member 542.

A first interconnecting member 570 continuously connects the carriermember 529 with the sun gear member 542. The interconnecting member 570may be one component or separate components and also continuouslyconnects the second motor/generator 582 with the carrier member 529. Asecond interconnecting member 572 continuously connects the ring gearmember 534 with the carrier member 549. An interconnecting member 574continuously connects the sun gear member 532 with the sun gear member542.

The carrier member 529 corresponds with the first node A of FIG. 1. Thering gear member 524 corresponds with the second node B. The sun gearmember 522 corresponds with the third node C. The interconnected sungear members 532 and 542 correspond with the fourth node D. The carriermember 539 corresponds with the fifth node E. The interconnected ringgear member 534 and carrier member 549 correspond with the sixth node F.The ring gear member 544 corresponds with the seventh node G. Becausethe planetary gear sets 530 and 540 have two pairs of interconnectedmembers via the interconnecting members 572 and 574, they may berepresented by the second lever 30, 40 of FIG. 1. The planetary gear set520 is represented by the first lever 20 of FIG. 1.

The torque-transmitting mechanism 550 is selectively engageable toconnect the ring gear member 524 with the carrier member 539. Thecarrier member 539 is also thereby continuously connected with the inputmember 17. The second torque-transmitting mechanism 552 is selectivelyengageable to ground the carrier member 539 to the transmission housing560. The third torque-transmitting mechanism 554 is selectivelyengageable to ground the ring gear member 544 to the transmissionhousing 560. The torque-transmitting mechanisms 550, 552 and 554 areengageable in like manner as corresponding torque-transmittingmechanisms 50, 52 and 54, respectively, of FIG. 1 to establish first andsecond electrically variable forward modes, a fixed forward speed ratio,an electric forward cruise mode and an input split, electricallyvariable reverse mode.

It is apparent from FIG. 6 and the foregoing description that thetransmission 514 selectively receives power from the engine 12. Thehybrid transmission 514 also receives power from an electrical powersource 586, which is operatively connected to a controller or ECE 588.The electrical power source 586 may be one or more batteries. Otherelectrical power sources, such as fuel cells, may also be used. Thebattery 586 and controller 588 are operatively connected to the firstand second motor/generators 580 and 582 for transferring power to themotor/generators 580, 582 or receiving power therefrom.

Sixth Alternative Preferred Embodiment

Referring to FIG. 7, a sixth specific preferred embodiment of apowertrain 610 having a transmission 614 within the scope of theinvention is illustrated. The transmission 614 utilizes threedifferential gear sets, preferably in the nature of planetary gear sets620, 630 and 640. The planetary gear set 620 employs a ring gear member624 which circumscribes a sun gear member 622. A carrier member 629includes a plurality of planet gears that meshingly engage both the ringgear member 624 and the sun gear member 622. The input member 17 iscontinuously connected with the carrier member 629 and a firstmotor/generator 680 is continuously connected with the sun gear member622.

The planetary gear set 630 has a ring gear member 634 that circumscribesthe sun gear member 632. A carrier member 639 includes a plurality ofpinion gears that meshingly engage both the ring gear member 634 and thesun gear member 632. A second motor/generator 682 is continuouslyconnected with the sun gear member 632.

The planetary gear set 640 also has a ring gear member 644 thatcircumscribes a sun gear member 642. A carrier member 649 includes aplurality of pinion gears that meshingly engage both the ring gearmember 644 and the sun gear member 642. The output member 19 iscontinuously connected with the carrier member 649.

An interconnecting member 670 continuously connects the ring gear member624 with the second motor/generator 682, thereby continuously connectingthe ring gear member 624 with the sun gear member 632, as the sun gearmember 632 is also continuously connected with the secondmotor/generator 682. A second interconnecting member 672 continuouslyconnects the ring gear member 634 with the carrier member 649. A thirdinterconnecting member 674 continuously connects the carrier member 639with the ring gear member 644.

Although the transmission 614 is represented schematically in stickdiagram form in FIG. 7, those skilled in the art will recognize that theplanetary gear set 620 may be represented by the lever 20 of FIG. 1. Thering gear member 624 corresponds with the first node A of FIG. 1. Thecarrier member 629 corresponds with the second node B and the sun gearmember 622 corresponds with the third node C. Because the planetary gearsets 630 and 640 have two pairs of interconnected members via theinterconnecting members 672 and 674, they may be represented by thecompound lever 30, 40 of FIG. 1. The sun gear member 632 correspondswith the fourth node D. The interconnected carrier member 639 and ringgear member 644 correspond with the fifth node E. The interconnectedring gear member 634 and carrier member 649 correspond with the sixthnode F. The sun gear member 642 corresponds with the seventh node G.

The first torque-transmitting mechanism 650 selectively connects thecarrier member 629 with the carrier member 639. The secondtorque-transmitting mechanism 652 selectively grounds the carrier member639 and the interconnected ring gear member 644 with the transmissionhousing 660. The torque-transmitting mechanism 654 selectively groundsthe sun gear member 642 with the transmission housing 660. The fourthtorque-transmitting mechanism 656 selectively connects the carriermember 629 with the first motor/generator 680 and thereby with the sungear member 622 which is continuously connected with the firstmotor/generator 680. The fifth torque-transmitting mechanism 658selectively grounds the sun gear member 632 to the transmission housing660, thereby also grounding the second motor/generator 682 and ring gearmember 624.

The torque-transmitting mechanism 650, 652, 654, 656 and 658 areengageable in like manner as corresponding torque-transmittingmechanisms 50, 52, 54, 56 and 58, respectively, of FIG. 1 to establish afirst and a second electrically variably forward mode, four fixedforward speed ratios, a forward electric cruise mode, an input split,electrically variable reverse mode and a fixed reverse speed ratio.

Preferably, the planetary gear sets 620 and 640 each have a ringgear/sun gear tooth ratio (N_(R)/S_(R)) of 1.954 and the planetary gearset 630 has a ring gear/sun gear tooth ratio (N_(R)/S_(R)) of 2.333,although other tooth ratios may also be employed within the scope of theinvention. If the optional fourth, fifth and sixth torque-transmittingmechanisms are employed as set forth in FIG. 1 (i.e., a fourth torquetransmitting mechanism such as torque-transmitting mechanism 56 of FIG.1 selectively connects the ring gear member 624 with the carrier member629; a fifth torque-transmitting mechanism such as torque-transmittingmechanism 58 of FIG. 1 selectively grounds the second motor/generator682 with the transmission housing 660; and a sixth torque-transmittingmechanism such as torque-transmitting mechanism 59 of FIG. 1 selectivelygrounds the first motor/generator 680 with the transmission housing660), six fixed forward gear ratios and a fixed reverse gear ratio areachieved as follows. A first fixed forward gear ratio of 2.71 isachieved by engagement of the third and fourth torque-transmittingmechanisms 654, 56. A second fixed forward gear ratio of 1.79 isachieved by engagement of the third and sixth torque-transmittingmechanisms 654, 59. A third fixed forward gear ratio of 1.51 is achievedby engagement of the third and first torque-transmitting mechanisms 654,50. A fourth fixed forward gear ratio of 1.28 is achieved by engagementof the first and sixth torque-transmitting mechanisms 650, 59. A fifthfixed forward gear ratio of 1.0 is achieved by engagement of the firstand fourth torque-transmitting mechanisms 650, 56. A sixth fixed forwardgear ratio of 0.70 is achieved by engagement of the first and fifthtorque-transmitting mechanisms 650, 58. Finally, a fixed reverse gearratio of −2.33 is achieved by engagement of the second and fourthtorque-transmitting mechanisms 652, 56.

It is apparent from FIG. 7 and the foregoing description that thetransmission 614 selectively receives power from the engine 12. Thehybrid transmission 614 also receives power from an electric powersource 686, which is operably connected to a controller or ECU 688. Theelectric power source 686 may be one or more batteries, or may be fuelcells or other electric power sources which have the ability to provide,or store and dispense, electric power without altering the concepts ofthe present invention. The battery 686 and controller 688 areoperatively connected to the first and second motor/generators 680 and682 for transferring power to the motor/generators 680, 682 or receivingpower therefrom. The configuration of the transmission 614 of FIG. 7 isappropriate for a rear wheel drive longitudinal application.

Seventh Preferred Alternative Embodiment

Referring to FIG. 8, a seventh specific preferred embodiment of apowertrain 710 having a transmission 714 within the scope of the presentinvention is illustrated. The transmission 714 utilizes threedifferential gear sets, preferably in the nature of planetary gear sets720, 730 and 740. The planetary gear set 720 employs a ring gear member724 which circumscribes the sun gear member 722. A carrier member 729includes a first and a second set of pinion gears 727, 728,respectively. The first set of pinion gears 727 meshingly engage the sungear member 722 and the second set of pinion gears 728. The second setof pinion gears 728 meshingly engages with the first set of pinion gears727 and the ring gear member 724. The input member 17 is continuouslyconnected with the ring gear member 724. The first motor/generator 780is continuously connected with the sun gear member 722.

The planetary gear set 730 has a ring gear member 734 whichcircumscribes the sun gear member 732. A carrier member 739 includes aplurality of pinion gears which meshingly engage with both the ring gearmember 734 and the sun gear member 732. The second motor/generator 782is continuously connected with the sun gear member 732.

The planetary gear set 740 has a ring gear member 744 whichcircumscribes the sun gear member 742. A carrier member 749 includes aplurality of pinion gears that meshingly engage the ring gear member 744and the sun gear member 742. The output member 19 is continuouslyconnected with the carrier member 749.

An interconnecting member 770 continuously connects the carrier member729 with the second motor/generator 782 and therefore with the sun gearmember 732 which is also continuously connected with the secondmotor/generator 782. A carrier member 772 continuously connects the ringgear member 734 with the carrier member 749 and thereby with the outputmember 19. An interconnecting member 774 continuously connects thecarrier member 739 with the ring gear member 744.

Although the transmission 714 of FIG. 8 is illustrated in stick diagramform, those skilled in the art will readily understand that theplanetary gear set 720 is represented by the first lever 20 of FIG. 1and the compounded planetary gear sets 730 and 740 are represented bythe second lever diagram 30, 40 of FIG. 1. Carrier member 729corresponds with the first node A of FIG. 1. The ring gear member 724corresponds with the second node B. The sun gear member 722 correspondswith the third node C. The sun gear member 732 corresponds with thefourth node D. The interconnected carrier member 739 and ring gearmember 744 correspond with the fifth node E. The interconnected ringgear member 734 and carrier member 749 correspond with the sixth node F.The sun gear member 742 corresponds with the seventh node G.

A first torque-transmitting mechanism 750 selectively connects the ringgear member 724 with the carrier member 739. A secondtorque-transmitting mechanism 752 selectively grounds the carrier member739 and the ring gear member 744 with the transmission housing 760. Athird torque-transmitting mechanism 754 selectively grounds the sun gearmember 742 with the transmission housing 760. A fourthtorque-transmitting mechanism 756 selectively connects the ring gearmember 724 with the carrier member 729, and with the secondmotor/generator 782 and thereby with the sun gear member 732 which iscontinuously connected with the second motor/generator 782. A fifthtorque-transmitting mechanism 758 selectively grounds the sun gearmember 732 to the transmission housing 760, thereby also grounding thesecond motor/generator 782 and carrier member 729. Thetorque-transmitting mechanisms 750, 752, 754, 756 and 758 are engageablein like manner as corresponding torque-transmitting mechanisms 50, 52,54, 56 and 58, respectively, of FIG. 1 to establish a first and a secondelectrically variable forward mode, four fixed forward speed ratios, anelectric forward cruise mode, an input split electrically variablereverse mode and a fixed reverse speed ratio. If a sixthtorque-transmitting mechanism were added to the transmission 714 of FIG.8 to ground the first motor/generator 780 to the transmission housing760, two additional fixed forward speed ratios for a total of six fixedforward speed ratios would be achieved.

It is apparent from FIG. 8 and the foregoing description that thetransmission 714 selectively receives power from the engine 12. Thehybrid transmission 714 also receives power from an electric powersource 786, which is operably connected to a controller or ECU 788. Theelectric power source 786 may be one or more batteries, or may be fuelcells or other electric power sources which have the ability to provide,or store and dispense, electric power without altering the concepts ofthe present invention. The battery 786 and controller 788 areoperatively connected to the first and second motor/generators 780 and782 for transferring power to the motor/generators 780, 782 or receivingpower therefrom. The configuration of the transmission 714 of FIG. 8 isappropriate for a rear wheel drive longitudinal application.

While the best modes for carrying out the invention have been describedin detail, those familiar with the art to which this invention relateswill recognize various alternative designs and embodiments forpracticing the invention within the scope of the appended claims.

1. An electrically variable transmission comprising: a first planetary gear set having a first, a second and a third member and being representable by a first lever of a lever diagram having a first, a second and a third node corresponding with said first, second and third members; a second and a third planetary gear set each having a first, a second and a third member, two of said members of said second planetary gear set being continuously connected with two of said members of said third planetary gear set, said interconnected second and third planetary gear sets being representable by a second lever of said lever diagram having a fourth, a fifth, a sixth and a seventh node corresponding with said members of said second and third planetary gear sets, said first node being continuously connected with said fourth node; an input member continuously connected with said second node; a first motor/generator continuously connected with said third node and a second motor/generator continuously connected with said fourth node; a first torque-transmitting mechanism operable for selectively connecting said first node with said fifth node; a second torque-transmitting mechanism operable for selectively connecting said fifth node with a stationary member; an output member continuously connected with said sixth node; and a third torque-transmitting mechanism operable for selectively connecting said seventh node with said stationary member; wherein said torque-transmitting mechanisms are engageable alone or in pairs to provide an input split, electrically variable reverse mode and an electric forward cruise mode.
 2. The electrically variable transmission of claim 1, further comprising: a fourth torque-transmitting mechanism operable for selectively connecting any one of said first, second and third nodes with any other one of said first, second and third nodes; wherein said second and fourth torque-transmitting mechanisms are selectively engageable to provide a fixed reverse speed ratio; wherein said first torque-transmitting mechanism and said fourth torque-transmitting mechanism are selectively engageable to provide a fixed forward speed ratio; and wherein said third torque-transmitting mechanism and said fourth torque-transmitting mechanism are selectively engageable to provide another fixed forward speed ratio.
 3. The electrically variable transmission of claim 1, further comprising: a fifth torque-transmitting mechanism operable for selectively connecting said second motor/generator with said stationary member; wherein said first torque-transmitting mechanism and said fifth torque-transmitting mechanism are selectively engageable to provide a fixed forward speed ratio.
 4. The electrically variable transmission of claim 1, further comprising: a sixth torque-transmitting mechanism operable for selectively connecting said first motor/generator with said stationary member; wherein said first torque-transmitting mechanism and said sixth torque-transmitting mechanism are selectively engageable to provide a fixed forward speed ratio; wherein said third torque-transmitting mechanism and said sixth torque-transmitting mechanism are selectively engageable to provide another fixed forward speed ratio; and wherein said second torque-transmitting mechanism and said sixth torque-transmitting mechanism are selectively engageable to provide a fixed reverse speed ratio. 